M.Tech. (Operations Management) / Please refer to full text to view abstract

A research report submitted in partial fulfilment of the Degree of Master of Commerce (Applied Development Economics) in the School of Economic and Business Sciences, University of the Witwatersrand / Transit Oriented Development (TOD) in practice dates back to the 1880s. The definition and concept were more recently coined by urban practitioner, Peter Calthorpe in the 1980s. The concept has evolved over time, however, the fundamentals remain universally accepted. TOD is a multidisciplinary tool that can be used for the achievement of social, economic and environmental benefits. It has been observed that the popularity of TOD as an urban transformation tool has increased internationally. The outcomes on the other hand have been varied depending on the unique features of the location where it is implemented. Johannesburg is one of South Africa’s pilot metropolitan areas for TOD. The Corridors of Freedom (CoF) initiative among other things aims to crowd in private sector investment into areas that are in much need of urban renewal. This paper probes the progress that has been made in achieving private sector investment in property development in the CoF between 2013 and 2017. Theories incorporating geographic and economic thought aid the contextualisation of TOD within the greater body of work within the field of development. Results show that there is private participation in the development of high-density, mixed use buildings. It is however argued that developments that have taken place so far rely heavily on the principles of property development as opposed to TOD principles. / NG (2020)

Bibliography: pages 142-152. / In recent years, the South African transportation system has witnessed the rise of intermediate forms of transport, in particular the kombi taxi. Though referred to as a taxi, the kombi taxi differs from the typical sedan taxi. As a taxi, the kombi is a minibus vehicle, typically of Volkswagen, Toyota or Datsun make. In South Africa, the kombi taxi is legally allowed a maximum passenger capacity of eight, whereas the sedan taxi is generally licenced to carry a maximum of five passengers. In terms of patronage, the sedan taxi is more often used by businessmen and holidaymakers, as well as commuting youngsters and the elderly on a sporadic basis. Like the sedan taxi, the kombi taxi is privately owned and operated. However, the kombi taxi is used on a more regular basis and frequently conveys passengers along a set route, operating more like a bus service than a taxi service. Fares charged by kombi taxi drivers are set according to route as opposed to the metered rate charged by the sedan taxi operator. The kombi taxi is used by the non-white community in particular and has become a feature of commuter demand satisfaction. Interest in the South African kombi taxi was sparked as a result of the 1983 Commission of Inquiry into Bus Passenger Transport (Welgemoed, 1983). The report, among other things, considered the effect of taxis on the bus industry and covered future transportation policy. One of the recommendations of the Welgemoed Commission was that the kombi taxi be phased out over a four-year period in order to protect existing and future bus services in the Republic. Given the spatial patterning of South African cities and the important role of intermediate forms of transportation in filling an existing mobility/demand gap, it became apparent that the issue of the kombi taxi required further I analysis in order that its role and function as part of the South African transportation system could be better understood. Thus, the Cape Town Metropolitan Transportation Area was chosen for specific study.

A research report submitted in partial fulfilment of the requirements for the Degree of Master of Architecture to the Faculty of Engineering and the Built Environment, University of the Witwatersrand, Johannesburg, 2018 / This study applied a case study approach to analyse assumed human behaviour models applied in the conceptualisation and implementation of the promotion campaigns for public and non-motorised transport in the Gauteng City Region and how this might have influenced the transition towards public transport and non-motorised transport. Besides the primary data collected through interviews with diverse participants, secondary data from reports and media articles were captured and analysed. The study found a diverse range of promotion campaigns for public and non- motorized transport such as You make Joburg great and the Ecomobility Festival. The related promotion campaign activities included educational campaigns and billboard messaging. Using behavioural insights such as prospect theory and rational choice theory, the study analysed the activities and tools of the promotion campaigns in order to understand the predominant assumed model. The study finds that the rational agent model of human behaviour was the most assumed model for the promotion campaigns. Due to the fact that the outcomes of the campaigns were not systematically evaluated, specific transition-impacts of the assumed model could not be analysed and therefore no relevant finding could be made on the related sub-question. However, secondary data sources clearly indicate that IMT use continues to grow in Gauteng City Region in spite of the ongoing campaigns. The study therefore went on to identify gaps within the delivered campaign activities and considered better ways to improve such campaigns in the context of the non-rational model. The study finds that in spite of close to over three decades of scientific questioning of the rational model, the model remains as the predominant framework in the promotion campaigns for PT and NMT. Although there might be other contributing factors, this predominance of the framework possibly undermines the anticipated impacts, and in particular, inhibits the responses to such campaigns and overall transitioning towards public and non-motorised transport. Key words: econs, framing, non-motorised transport, non-rational model, nudging, promotion campaign, public transport, rational model / GR2019

Thesis (MDF)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: The purpose of this research was to understand how value for money (‘VfM’), an important decision pillar in public procurement, is applied in South Africa, and compare the VfM regulated framework with other global practices in the United Kingdom, Canada, Australia, Singapore and Hong Kong. VfM is applied when deciding the most appropriate procurement method that utilises public funds in the most cost effective, equitable and transparent manner. Although VfM is vital in the public sector, it is one of the most misunderstood and controversial procurement aspects. The various actors in public procurement processes tend to complicate this key aspect due to their conflicting objectives in relation to a given project. Chief among these are the political influences on the public managers, which tend to manipulate the procurement choice. Consequently over the years, the VfM assessments performed before selecting a procurement method have not been publicly available, thereby increasing concern on whether VfM is achieved, particularly when involving the private sector through public-private partnership (‘PPP’) arrangements. The study explores the various components of VfM, which are the public sector comparator, risk allocation mechanisms, particularly for the road sector projects, discount rates and post project implementation monitoring systems. More importantly, the research analysed how these various aspects were assessed on procuring the N4 toll road. South African National Road Agency SOC Limited (‘SANRAL’), although it did not have the benefit of a PPP guideline as is the case now, it performed extensive feasibility studies and held a transparent procurement process before selecting the private sector party to the PPP. Interestingly, project that was pre-identified as a PPP procurement model and had political support from both the Mozambique and South African governments from inception in order to make it work. The comparative analysis of the South African PPP framework and the selected global PPP markets revealed that the local VfM guidelines were comparable in most aspects such as the PSC construction and risk management methodologies. However, the South African practices could be further improved with increased transparency incorporated in the procurement process such as the publication of the PPP contract once finalised – a practice common in the developed markets analysed. This will go a long way to increasing acceptance of the PPP procurement model in a market that is tainted with mistrust of same. There is need for the civil servants to be trained on the VfM assessment processes so that such analyses are not limited to PPP-type projects, but to conventionally-procured infrastructure projects for increased accountability and effective use of public funds.

Thesis (MScFor)--Stellenbosch University, 2004. / ENGLISH ABSTRACT: The context of the study is concern over declining provincial road condition due to insufficient government funding of road maintenance. These roads are by their public nature used by a wide variety of commercial and private interests contributing a variety of axle loads. There was no information available on the use of these roads by forest companies and the road conditions. Consequently a survey was conducted to determine condition and length of each segment of provincial road in use by forestry companies and the volume of wood transported over them. In addition data was gathered on other users and their contribution to the volume transported over each section. The questionnaire indicated that the provincial roads are in a poor state. The literature review suggested a significant reduction in total cost of transport can be achieved by maintaining or rebuilding these roads. South African forest companies provide the majority of the heaviest axle loading to these roads and must theretore take responsibility tor damage caused to them. Also a variety of forest companies use the same roads and consequently collaborative studies between companies are needed. A modified Dijkstra's algorithm was used to quantify the effect of the condition of South African provincial roads on the efficiency of the transport ottorest products. The model requires digitised raster road and forest map layers combined with transport vehicle specification as input. The products of the model are optimum routes from all source points to a single exit point or sink, the total volume transported across all road nodes and the total cost to extract all wood from a map section. This output allows managers to identify critical roads tor management attention and make tentative estimates of possible reductions to total cost by altering the road condition. The manager is able to test the sensitivity of the solution to changes in variables and gain a better overall picture of the interactions within the system. The model results, and improved understanding, will provide input to more specific and collaborative studies. South African forest managers can respond to the poor provincial road network by conducting ad hue maintenance to these roads to prevent them becoming completely impassable or to rebuild them to their design state and maintain them at that state. The cost of taking no actions is that these roads would eventually become impassable. The road network model determined that, for the study area, a unilateral decision to rebuild and maintain all roads would result in a net increase in transport costs ofR 2 million/year. When compared to the cost of ad hue road improvements for the same area of R 8 million it is obvious that proper road management is a better option. It was shown that 75% of the reduction in total cost is generated by improving only 31 % of the provincial road surface. Consequently, by improving selected roads (20% of the total provincial road network for the area) it was possible to generate a net cost R 2.9 million lower than if the roads were left as they are. If reductions in operating costs are included the net cost to the forest industry is R 3.1 million/year lower than leaving the roads as they are. In addition to the cost being lower, an improved road network would be in place and the current ad hue spending would be unnecessary. On a larger scale it was estimated that poor provincial road management costs the industry as a whole R 26 million or R 1.52/m3/year. This money can be used to offset the costs of maintaining and upgrading roads. It is therefore concluded that the South African forest industry needs to assess its policy on provincial road management and become more active in the managing of these roads. The tool developed and presented is intended as a prototype decision support tool in developing future policies. / AFRIKAANSE OPSOMMING: Die inhoud van hierdie studie handelaar die verval van provinsiale paaie as gevolg van die regering se onvoldoende fondse vir die instandhouding van die paaie. Hierdie paaie word as gevolg van hulle publieke aard deur 'n wye verskeidenheid kommersiële en private belange gebruik, wat bydra tot 'n verskeidenheid van asladings. Daar was geen inligting oor die bosbou maatskappye se gebruik van paaie of die toestand van die paaie beskikbaar nie. Gevolglik is 'n opname gemaak 0111 die kondisie en lengte van elke segment van die paaie wat deur die bosbou maatskappye gebruik word, vas te stel, asook die volume hout wat oor die paaie vervoer word. Data oor ander verbruikers van die paaie is verder ingesamel, asook hul bydrae tot die volume wat oor die paaie vervoer word. Die vraelys het aangedui dat die provinsiale paaie in 'n baie swak toestand is. 'n Literatuurstudie het getoon dat 'n beduidende daling in die totale vervoerkoste moontlik is deur hierdie paaie te onderhou afoor te bou. Die Suid-Afrikaanse bosbou maatskappye voorsien die meerderheid van die swaarste asladings op hierdie paaie en moet dus verantwoordelikheid neem vir beskadigde paaie, 'n Verskeidenheid bosbou maatskappye gebruik die paaie; gevolglik is gesamentlike studies tussen die maatskappye ook nodig. 'n Aangepaste Dijkstra algoritme is gebruik om die effek van die toestand van Suid- Afrikaanse provinsiale paaie op die effektiwiteit van die vervoer van bosbou produkte, vas te stel. Hierdie model benodig digitale inligting oor die hoofen bosbou paaie, asook die spesifikasies van die voertuie wat gebruik word. Die resultaat van die model is die optimale roetes vanaf alle bronpunt oorspronge tot by 'n enkele bestemming, die totale volume vervoer oor al die padnodusse en die totale koste verbonde aan die verwydering van alle hout uit 'n afgemerkte seksie op die kaart. Hierdie produk of result ate stel bestuurders in staat 0111 kritieke paaie vir aandag te identitiseer en om tentatiewe voorspellings van moontlike afname in die totale kostes te maak indien die toestande van paaie verbeter sou word. Die bestuurder kan die sensitiwiteit van die oplossing vir variasie in die veranderlikes toets en sodoende 'n beter geheelbeeld kry van die interaksie binne die sisteem. Die resultate van die model en n beter begrip daarvan, kan insterte lewer in meer spesitieke studies en gesamentlike studies tussen maatskappye. Suid Afrikaanse bosbou bestuurders kan teen die swak provinsiale padnetwerk optree deur ad hoc instandhouding toe te pas op hierdie paaie om te voorkom dat hulle totaal en alonbegaanbaar word. Ofhulle kan die paaie restoureer tot hul oorspronklike toestand en hulle dan in stand hou. Die kostes daaraan verbonde om nie op te tree nie, is dat hierdie paaie uiteindelik on-gaanbaar sal word. Die padnetwerkmodel het gewys dat vir die spesitieke studie area, 'n eenparige besluit 0111 alle paaie te herbou en onderhou, 'n algehele toename in vervoerkostes van R2 miljoen/jaar tot gevolg sal hê. Wanneer dit vergelyk word met die R8 miljoen wat die ad hoc padverbeterings kos, is dit duidelik dat geskikte padbestuur 'n beter opsie is. Daar is bewys dat 75% van die daling in totale kostes genereer kan word deur verbeteringe aan die oppervlaktes van slegs 31% van die provinsiale paaie te maak. Gevolglik was dit moontlik om netto kostes van R2,9 miljoen ruinder te genereer as vanneer geen instandhouding gedoen is nie. Dit is bewerkstellig deur verbeteringe aan geselekteerde paaie aante bring (20% van die totale provinsiale padnetwerk vir die area.) As die daling in bedryfskoste ingesluit is, sal die netto koste vir die bedryf R3.1 millioen/jaar ruinder wees as om die paaie so te los sonder enige aandag. Verder, tot laer koste sal daar 'n verbeterde pad netwerk in plek wees en die huidige ad hoc spandeering aan die paaie nie meer nodig wees nie. Op groot skaal, is die benaderd voorspelling dat 'n swak provinsialepadbestuurstelsel die bosbou bedryf R26 millioen of R 1.52/m3 uit die sakjaag. Hiedie misbruikde geld kan eerder teruggeploeg word in pad onderhoud en opgradeerings werksaamhede. Dit is dus nodig dat die bosbou bedryf sy beleid weer in oonskou moet neem in verband met die bestuur van provinsiale paaie en ook meer aktief die voortou sal moet neem in die instandhoudind van provinsiale paaie. Die metodiek hier ontwikkel kan 'n inleidende doel dien in die ontwikkeling van toekoemstige besluit neeming rakend die bestuur van provinsiale paaie.

PhDRDV / Institute for Rural Development

Submitted in fulfillment for the degree of Magister Technologiae: Civil Engineering: Civil Engineering and Surveying, Durban University of Technology. Durban. South Africa, 2015. / Invariably, a high percentage of the population of South Africa depends on public transport. In order to continue to satisfy commuters in terms of comfort, travel time, reliability of service and traffic congestion, there is a need to improve the efficiency of moving passengers to reduce travel time, delay time and number of stops. In the quest for advancement and improvement in public transport, many countries now embark on Bus Rapid Transit (BRT) systems based on the successful implementation of the system by cities like Curitiba (Brazil) and Bogota (Columbia). Government departments/transport authorities are often faced with the challenge of selecting the most suitable BRT system relative to the unique features of its transport demands and urban layout. Hence, this study proposes the determination of the most appropriate BRT system for the eThekwini Municipal Area (EMA). An in-depth literature review was conducted in order to determine the most adoptable BRT system amongst median, kerb side and segregated BRT systems, taking into consideration cost implications, safety of the passengers, pedestrian crossing, physically challenged commuters, vehicle option and manoeuvres. Physical assessment and critical review of the current operating BRT systems in Johannesburg, Cape Town and Port Elizabeth in South Africa was employed in this study as well as a critical comparison among these systems. The pros and cons of the three functional BRT systems in South Africa were stated and a way forward for EMA was recommended. Lastly, an assessment of the proposed BRT system in EMA was conducted on the existing Phase 1 and the remaining three phases. The review conducted was based on route inspection, access to property, factors considered in the selection of a BRT system, demand analyses of the routes and the evaluation of Johannesburg, Cape Town and Port Elizabeth BRT systems. Guidelines were also provided for the remaining proposed BRT routes which could be adopted by the eThekwini Transport Authority (ETA) in order to enhance a better performance in EMA over the three functional BRT systems in South Africa using the aforementioned criteria.

Thesis (MComm)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: There is great concern in the fruit industry that too much fruit and money is lost each year due to breaks occurring in the export cold chain of fresh fruit. Therefore, the CSIR (Council for Scientific and Industrial Research) and Stellenbosch University were approached to do research on this problem. This particular study focuses on the cold chains of table grapes, summer pears and plums as these fruit are especially sensitive to temperature. Observations were made on fruit farms, in pack houses, in cold stores as well as in the Port of Cape Town. From these observations it was clear that protocols are not always followed and fruit quality is sometimes neglected because of pressure to speed up the exporting process. In order to analyse the export cold chains of these fruit types, temperature trials were conducted and temperature data received from exporting companies was analysed. The data was analysed from the cold store up to the point where the vessel sailed out of the Port of Cape Town. From the analysis it became clear that too many cold chain breaks occur during fruit exports from South Africa, especially during the loading of containers at cold stores. As a final output to the study, a good cold chain practice guide for the export of table grapes was developed with the aim of assisting the fruit industry in minimizing these cold chain breaks. The guide was developed with simplicity to ensure easy understanding under all role-players in the industry. This study was a small step in the right direction, but it should be highlighted that the complexity of the problems in the fruit cold chains are substantial and further research will have to be done in order to eliminate the occurrence of these cold chain breaks.

Thesis (MComm)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: The protection of South Africa’s agricultural sector and in context, the wheat industry, is vital to ensure the food security and rural development of the country. The wheat industry contributes about R 4 billion to the gross value of agricultural production in South Africa and currently provides about 28 000 job opportunities. Preceded by maize, wheat is the second most important grain produced in South Africa. The phasing out of the Wheat Board in 1997, which led to the deregulation of South Africa’s wheat industry, has exposed the market price of wheat to international market forces. Post-harvest agricultural logistical services have also been transformed by the deterioration of agricultural infrastructure, leading to the employment of alternative transport and storage systems. Wheat production in South Africa has decreased significantly over the past two decades. The wheat industry is currently struggling to generate sufficient revenue for it to remain a financially viable crop. Producers are either shifting their focus to more profitable commodities or are abandoning farming altogether. It is the objective of this study to describe and define the dominant factors which influence wheat production in South Africa. This includes all the relevant post-harvest logistical activities and market related forces which influence the production volumes of wheat in South Africa. A qualitative research approach was undertaken to gather input data for the research presented. This was inclusive of liaising with producers as well as expert interviews with members in the wheat value chain. This provided unique and valuable insights into the dominant factors influencing wheat production in South Africa. The research presented in this thesis concluded that wheat production in South Africa is being negatively influenced by a decrease in the market price of wheat and a further increase in the cost of post-harvest logistical services. Furthermore the market price of wheat is being lowered by the implementation of an open market policy which allows the importation of cheap subsidized wheat. The cost of post-harvest logistical services has increased due the inefficiency of transport services resulting from a deteriorated transport infrastructure. In order to sway preference to wheat production in South Africa, government support will be required in the form of import tariffs, used to protect local farmers, and agriculture infrastructure development, which will be required to decrease the cost of post-harvest logistical services. / AFRIKAANSE OPSOMMING: Die beskerming van die Suid-Afrikaanse landbou-sektor en in hierdie konteks, die koringbedryf, is noodsaaklik vir die versekering van voedselsekuriteit en landelike ontwikkeling in Suid-Afrika. Die koringbedryf dra ongeveer R4 miljard tot die brutowaarde van landbouproduksie in Suid-Afrika en bied tans sowat 28 000 werkgeleenthede. Voorafgegaan deur mielies, is koring die tweede belangrikste graan wat in Suid-Afrika geproduseer word. Die uitfasering van die Koringraad in 1997, wat gelei het tot die deregulasie van Suid-Afrika se koringbedryf, het gelei tot die blootstelling van die markprys aan internasionale markverwante kragte. Na-oes landbou logistieke dienste is ook verander deur die agteruitgang van landbou-infrastruktuur, wat gelei het tot die ontwikkeling van alternatiewe vervoer- en berging stelsels. Koringproduksie in Suid-Afrika het oor die afgelope twee dekades beduidend afgeneem. Die koringbedryf sukkel tans om voldoende inkomste te genereer vir produsente. Produsente verskuif tans hul fokus na meer winsgewende kommoditeite of laat vaar boerdery heeltemal. Dit is die doel van hierdie studie om die faktore te beskryf wat koringproduksie beïnvloed in Suid-Afrika. Dit sluit in na-oes logistieke aktiwiteite en markverwante kragte wat die produksie-volumes van koring in Suid-Afrika beïnvloed. 'n Kwalitatiewe navorsingsbenadering is onderneem om insette in te samel vir die navorsing wat aangebied word. Dit sluit in onderhoude met produsente, sowel as deskundiges in die koring-waardeketting. Dit het ‘n unieke en waardevolle insig gelewer in die dominante faktore wat koringproduksie in Suid-Afrika beïnvloed. Die navorsing wat in hierdie tesis onderneem is het tot die gevolgtrekking gekom dat koringproduksie in Suid-Afrika negatief beïnvloed word deur 'n afname in die markprys en 'n toename in die koste van na-oes logistieke dienste. Die markprys van koring word verlaag deur die implementering van 'n opemark beleid wat die invoer van goedkoop gesubsidieerde koring toelaat. Verder het die koste van na-oes logistieke dienste toegeneem weens die ondoeltreffendheid van vervoer, bygedra deur ‘n verswakte vervoerinfrastruktuur. Om voorkeur terug na koringproduksie in Suid-Afrika te swaai, sal dit die ondersteuning vereis van die regering deur die implementering van invoertariewe, wat beskerming sal bied vir plaaslike boere, asook landbou-infrastruktuur ontwikkeling, wat die koste van na-oes logistieke dienste sal verbeter.